Internal-combustion engine



May 12, 1925.

D. COLE INTERNAL. COMBUSTION ENGINE Filed June 28, 1919 s Sheets-Sheet 1 7 May 12, 1925.

D. CO LE INTERNAL COMBUSTION ENGINE Filed June 28, 919 3Sheets-Sheet 2 May 12, 1925.

D. COLE INTERNAL COMBUSTION ENGINE Filed June 28, .1919 3 Sheets-Sheet 3 pressure and DUN GQ'L'E, 01 CHIGAGQ, ILLII'lQIS, ASSIGNOE, 0F QW-HALF T0 JOHN A, DIFNNER; ill? I CHICAGO, ILLINOIS.

rurnnnsn-coraeus'rron unsure.

Application died June 28, 1919. Serial lilo. 3%,292.

To all whom it may concern:

Be it known that l, Don Come a citizen of the United States, residing at Chicago, in the county or Qoolr and State of Illinois. have invented a certain new and useful lm proveinent in lntcruel-Combustion Engines, of which thefollowing; is s lull, clear, concise, and exact description, reference being had to the accompanying drawings, forming a partor this specification.

My invention relctes to internal combustion engines and particularly of the type disclosed in my (ac-pendingapplications characterized by the employment oi reduced high velocity for breaking up tool such as kerosene or the modern forms of gasoline, which do not readily vaporize.

According to my present invention, 1 provide the intake pipe of the engine with an atmosphere connection and a carburetor connection and control. these connections synchronously with the operation of the engins to subject the fuel to reduced pressure and high air velocity and thereafter admit sufficient air to dilute the mixture to the proper degree. The main body of air is introduced separately from the fuel bearing air and the main body of air is not brought into contact with the hot spot or heated surface and the efficiency of the engine is maintalned at a high value. lhe air connection and the carburetor connection may be controlled hy throttle valves jointly operated so that the speed of the engine may he governed without varying the mixture.

1 also provide means for controlling the degree of port opening of the governing ,isvalve so that on lower speeds of the engine 'thc'ports will he more nearly closed to insure that a relatively high suction will be imposed upon the fuel discharged in the intake pipe so that an effective atomization and diffusion of the liquid fuel is always caused. a

In order to acquaint those skilled in the art with the manner oi constructing and practicing my invention I shall now describe in. connection with the accompanying drawings an embodiment of the invention.

Figure L is a vertical section of an engine embodying: the invention; 1

Figure 2 is a fragmentary sectional view taken on the line 2--% of Figure 1;

Figure 3 is a sectional view thru the rotary valve end atmosphere ouueotion;

Figure 4 is a detailedisometric view the automatic governing valve; Figure 5 is a view similar to Figure '2 showing the preferred embodiment the invention employing a speed controlled governor for controlling the extent of valve opening so that a high sution will always he created in the intalre pipe; end

Figure 6 is a valve tirnrugdiag As shown in Figure 1.,the engine e ing my invention has the usual within which a piston 6 operates. ton is connected to the cranlr means of a suitable comiecting; rod 1 parts being of any preferred or usual construction. .ihe cylinder 5 provided with the; usual intake valve (not shown) and the exhaust valve l0 valves being: suitably actuated by proper cams on. the cam shaft 11. The valve id is operated hy the exhaust com 12 us is usual in engine construction.

The exhaust pocket 13 communicates with an exhaust manifold 14 and the exhaust manifold is in this case made integral with the intake manifold 15, a pocket 16 in the exhaust manifold being provided to heat the hot spot 17 in the intake manifold. The intake manifold is provided with suit able bolting flanges 18 which are adapted to be connected. to co-operating flanges 15? of: a suitable valve housing 20, this valve housing' having a rotary valve memher 22 there in cooperating with the ports 23 and 24. The valve member 22 also has a passage way defined hy the openings .25 therein so that when the openings register with the ports 23 rior of the intake pipe 15 will communicate thru the air connection 26 with atmosphere.

I have provided a pair oi sir connections men,

and 2d the inte- 26 and have formed the velve 22 in double "fuel and preventing expansion of the air and consequeutloss 1n volumetric efhciency,

25 are brought in y A relacentrally of The valve 22 has a passageway 30 which is adapted to register with the ports 31 and 32m put the pipe 28 in communication with the carburetor connection 33. A. carburetor 34 of an usual or preferred construction is attac ed to the carburetor connection 33, this carburetor being so adjusted as to discharge a relatively high percentage 'atmospheric' connections 46 I provide a throttle valve 35 and similarly provide a throttle valve 36 in the carburetor connectime, this connection lying in line with the atmospheric connections so that a single throttle shaft 37 may serve as a common mounting for all of the throttles and thus movement of the said shaft 37 jointly con-- trols all of said members in exactly the same 1 de es. e rotaryvalve 22 is mounted on a suitable shaft 39 which has suitable bearings, in this case ball bearings 40 and 41 mounted in end plates 42 and 43. p

The operation of the mechanism thus far described, is as follows: Assumingthat the, piston 6 is at the top of its stroke, the next succeeding action is a downward motion which we 'will' assume to be the suction stroke. At this time the exhaust valve 10 is closed and the intake valve, which is not shown, is opened. As the iston 6 moves downwardly, a suction or re notion in pressure is created in the cylinder and in the manifold the valve 22 being at-that time substantially in the position as shown in Figure 2 withthe port 25-out of register with the ports 23% and with the ort 30 in register with the lio'rts 31-432 so t rat the suction which is created in the intake manifield 15 is permitted tov operate upon the. carburetor 34 to draw a suitable charge of in l together with sufficient air to atomize sg no and to project the fuel upwardly 'thru t e pi es 33 and 28 and against the hot spots 1 After the-piston has moved downward about degrees below the top center the rotary valve is moved to uncover the port 25 so that the atmospheric connection is put into communication with the intake manipioid 15. lhe incoming air then passes into the intake pipe. lasing deflected hy the baffle 29 so that it does not, thehot spot 17 and its efficiency is not aiiected; The air and the finely divided 'luel are then drawn into the engine cylinder the main means to the upper end of the stroke'where the exhaust valve is closed and the intake valve opened and the cycle of operations is re peated.

It will be understood that the rotary valve is driven in unison with the main shaft 7 of the engine as by means-of the s' rockets or gears 45-46 and a connecting ciain 47. Other suitable driving means might be provided as a particular connecting means is not of the essence oi the invention.

In Figure 5 I have illustrated the preferred form of the invention, as this form provides the refinement of securing a relatively high suction for all engine speeds.

Between the valve 22 and the valve casing 20 I provide a rotary sleeve 50 with suits"- ble ports 51 and 52 adapted to register to a greater or less degree with the ports 2324 and the port- 25 thru the valve mem' ber 22. I

The sleeve 50 is connected to a speed controlled governor 51 which governor operates thru suitable connections to vary the degree of opening of the sleeve 50 ferverious speeds of the engine. Thus for relatively low speed the ports iii-52 in the sleeve 50 would be moved partially out of register so that a predetermined degree'of suction is caused in the intake 15 regardless of the speed of the engine. Thus the rotation of the sleeve '54 incite-ct changes the timing of the valves so that a longer period may be devoted to the'i eeding of fuel and a shorter time to the entry of air or vice versa as-may he desired. The speed controlled v valve sleeve 5*0 may control the air connection only, as shown. but as it is within the skill of any ordinary mechanic, I do not consider it invention to control the carburetor connection only, or

both air" and fuel jointly, and therefore do not limit myself to the exactshowing, era cept inso far as imposed by the appended claims. I believe that I am the first to provide means in the form of a speed con- Hill ill

use

on explosive mixture. it is instead a fuel,

metering device operated by aspiration The incoming air/which passes thru the carburelor is wholly insuliicient to support combustion and is employed for the mechanical (lisp sing and pulverizing and carrying effect for conveying the liquid fuel into the manifold and particularly tor conveyirr; the liuuid fuel to the hot spot. The main bodv o'l air which is required to support combustion does not enter until the atmospheric connection is opened by the rotar I valve 22.

I do not intend to be limited to the details of construction shown and described.

l claim:

1. In combination, an engine cylinder, fuel feeding: means, sir admission means, a conduit connecting with said cylinder, and a single valve for first connecting said fuel feeding means to said conduit and for subsequently connecting" said air admission meens'to said conduit during the intake.

stroke in said cylinder.

2. in combination, an engine cylinder having a piston, suction responsive fuel feeding means, an intake manifold, en in take valve controlling the-connection between said manifold and said c linder, sir

admission means to said menifo d, and secondary valve means operable to connect or disconnect said fuel feeding-means to said manifold, said secondary valve means operating synchronously with the cyclical operation of said cylinder "for first connectin said fuel feeding means to said manii'ol and for subsequently connecting said sir admission means to said manifold during the intake stroke of said piston.

3. In combination, an engine having it combustion cylinder and piston, a conduit connecting with said cylinder, fuel feeding means adapted to discharge into the conduit, air admission means adapted to open into said cqnduihvalve means operating; synchronously with said engine for control.- ling the communication hetween said fuel feeding means, said air admission means and the conduit, and means responsive to engine speeds for changing the timing of said valve means tor separetelv COIliZOlll'ilg the admission of fuel and main air to said w re intake pipe adjacent the hot spot, e bellle'forf preventing the uir entering by the atmos pheric connection from striking the hot spot, end valve means operatedsynchro nously with the cyclical operation of the en gine for controlling said atmospheric connecticn and said carburetor connection.

6. In combination, an engine cylinder, an intake pipe having: a hot spot, an atmos' pheric connection for said pipe, a second pipe discharging upon said hot spot in the intake pipe, a carburetor. e carburetor connection for said second pipe, automatic valve means operated synchronously with the one gins for governing said atmospheric connection and said carburetor connection.

7. In combination, an engine cylinder, .an intake pipe having, s hot spot, an utmospheric connection for said pipe, e second pipe discharging upon said hot spot in the int-eke pipe, a carburetor, a carburetor connection for said second pipe, automatidvelve means operated synchronously with the engine "for governing" said atmospheric connection end said carburetor connection, and throttle vslve mechanism for both of said pipes for controlling the admission thru seid.

carburetor connection and thru said atmospherio connection.

' 3.. In combination, on engine cylinder, an intake pipe for the cylinder, an atmospheric connection for said intake pipe, a carburetor, a carburetor connection for said pipe, valve means for controlling st separated intervals the communication of said.

connections with said intake pipe. means for operating said valve mechanism synchronously with the cyclical operation of the on gins, and means for throttling said carburetor connection and said atmospheric connection in unison.

9. In combination, on engine cylinder having; the usual intake valve and intake pipe, a valve housing, a rotary valve in said housing, an atmospheric connection communicating with the housing, is carburetor, a carburetor connection communicating with said housing, said rotary valve having mospheric ports and carburetor connec ,on ports, means for driving said rotary valve in synchronism with the engine, said ports being errsnged, to open the carburetor-(sons nection during the first part of the intake stroke end to open the atmosphere connection during the latter pert of the intake stroke only.

10, In combination, an engine cylinder motion during the'first part of the intake having" the usual. intake valve and intake pipe, a; valve housing, arotary valve in said atroke and to. open the atmosphere connection duringtlie latter part of the intake stroke only, and throttle means for controlling the atmospheric connection and the carburetor connection in unison.

' 11. in combination, an engine cylinder having the usual intake valve and intake .pipe, a valve housing communicating with sand pipe, said valve housing having atmospheric connection ports and carburetor connection ports, acarburetor, a rotary valve 111 said housing, sald valve having passage Ways adapted to control said ports, a rotary sleeve between the valve and the housing and speed controlled means operated by-tlie engine for governing the position of "said sleeve, said sleeve having ports adapted to register to a'greater or less extent with saicl ports and valve passages.

Inwitness whereof I hereunto subscribe my name this 25 day of June, A. D. 1919.

DON COLE. 

